Release-rigging.



W. P. MURPHY.

RELEASE RIGGING. AlPLIOATION FILED DEC. 27, 19 13.

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W. P. MURPHY. RELEASE RIGGING. APPLICATION FILED D30. 27 1913.

LflgfifiSg v Patented May 5,1914.

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WALTER P. MURPHY, OF CHICAGO, ILLINOIS.

Specification of Letters Patent.

RELEASE-RIGGING.

Patented May 5,1914.

Application filed December 27, 1913. Serial N 0. 809,028.

To all whom it may concern:

Be it known that I, WALTER P. MURP Y, a citizen of the United States, residing, at Chicago, in the county of Cook and State of Illinois, have invented certain new and useful Improvements in Release-Rigging, of which the, following is a specification. The object of my invention is to provide a release rigging that can be operated by the .brakeman while standing on the side step of the ,car by a movement of his foot in a vertical plane or in an arc, the vertical plane movement being especially adapted for one standing on the step because there is no liability of his losing his balance and falling between or beneath the cars; and with these and other objects in view my invention consists of the parts and combination of parts as will be more fully hereinafter pointed out. I In the drawings :F1gure 1 1s a perspectwo new of a release rigging embodying I my invention detached from the car; Fig. 2

is a top plan view of my improved release rigging attached to the end sill of a car, partsof the car being in section; Fig. 3 is a detail end view of the same;'Fig. 4 is an end view of a car with my release rigging attached, the car body being broken away;

Fig. 5 is 'a detail sectional view of Fig. 4 looking toward the right. Figs. 6-and 7 are top plan and front. elevations, respectively, showing my lever adapted to bottom operating couplers.

The reference numeral 1 designates the car body, 2 the end sill, 3 the deadwood and 4 the draw bar and coupler having the locking pin 5.

The horizontal shaft 6 is rcvolubly mounted on the end sill of the car insuitablc brackets 7 which are secured to the end sill, the shaft being locked in said brackets by any suitable means, such for instance, as cotter pins 6. Any other suitable bracket may be used. The outer end of the shaft 6 is bent at an angle or offset as at 9 toform a stop to limit the longitudinal movement of the shaft, while the inner end of the shaft has a crank arm 10 having its end'rebent toform an eye 11 through which the link 12- passes and has a flexible engagement therewith. The eye 11 is preferably an elonends with an open rebend set at a suitable angle (say about 20 degrees) constitutes a crank 15 which I preferably incline toward the end sill of the car. This crank 15, it will be noted is between the brackets 7 which position I now believe to be preferable. While I have stated that the crank 15 is placed at about 20 degrees, and while I have found from actual experience that this angle is the proper one for present conditions in railroad construction I reserve the right to vary this angle to meet conditions as they may arise.

16 is the operating handle which depends below the plane of the underface of the end sill in compliance with the safety appliance.

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17 is a crank projecting from the lower end of the handle 16 outwardly at right angles to the vertical plane of the end ofthe end sill, there being suiiicient space between the crank 17 and the underface of the sill to enable the brakeman, standing on the usual side step of the car, to'place his foot on said crank andmove the handle downward or swing it in an are as will be hereinafter explained. The upper end of the handle is formed with an open rebend 18 which is constructed to-flexibly engage the crank 15, whereby the handle is suspended from the shaft 6; the handle is then bent at substantially right angles to the reberid 18 forwardly with and slightly rearwardly from the shaft 6 to form an arm 19 and is then bent forwardly at an angle and formed into an eye 20 constructed to receive the shaft 6, and constitutes the second point of bearing of the handle on the shaft 6, the crank 15 being the other point of bearing for the handle of the shaft. It will be noted that the arm 19 is transverse of the crank 15. These two bearing points of the handle on the shaft are, as will be seen, both inter mediate the ends of the shaft. I shall, for

the sake of brevity in the claims, refer to the parts 16 and 17 asthe handle or the op erating handle.

The parts being properly assembled, the brakemamstanding on the side step of the car, may raise the locking pin 5 by either gushing downward with his foot on the hanle, or by swinging the handle in an are as found most convenient to him. When the handle is pushed downwardly in a vertical plane it pulls downward on the crank 15, thereby revolving the shaft 6, thus moving the crank 10 upward and lifting the locking in 5. lVhen the handle is swung for- War in anarc the rebend 18, by reason of the portion 19 interlocks with the crank 15, thereby revolving the shaft 6 and unlocks the pin 5.

Wiile I speak of the shaft 6 as a hori zontal shaft, it will be understood that I do not wish to limit myself by this word to placing the shaft in a perfect horizontal. position, although this position is undoubtedly the best, but it is sometimes advisable to have one end oi the shaft higher than the other due to some peculiar construction of a car to which it is attached. i

In Figs. 6 and 7, I have shown an adaptation of my improved rigging for bottom operating couplers in which 21 is a bracket secured to the car in which the rock shaft 22 is journaled at its outer end. The bracket 21 is provided with a stop against which the 1 end 24 of the rock shaft rests so as to hold the pin lever in proper position relative to the coupler, in case the hand lever should become bent in some manner. I do not herein claim this particular form of bracket provided with a stop as it will be claimed in another application. The inner end of the rock shaft is journaled in a bracket 25 which is secured to a hen er 26 which in turnis secured to the 'underirame of the car. 27 is the draw bar. The inner end of the rock shaft terminates in a' crank, 28 with which the locking pin lifting lever 29 has a flexible connection.

What I claim is 1. In a release rigging for a car coupler, a horizontally rotatable shaft having one end operatively connected to the locking pin of the car coupler, an offset on said. shaft intermediate its ends and an operating hali- .dle pivoted on said offset and also engaging said offset intermediate its end and said shaft and having engagement with said shaft beyond said offset, whereby the shaft is rotated by a vertical plane or an arcuate movement of said handle.

.2.' In a release rigging for a car coupler, a rock shaft flexibly connected with the coupler at its inner end, a crank on said shaft intermediate itsends, and an operating handle pivotally mounted on said crank, whereby the locking pin of the coupler is operated by a downward movement of'the handle, said handle also having an operative engagenient with said crank intermediate its end and said shaft'and having pivotal engagement with the said shaft whereby the locking pin is operated by an arcuate movement of the handle. I

In a release rigging for a car coupler, a rock shaft flexibly connected with the coupier pin at one end,- a crank formed on said shaft intermediate its ends by an open return bend, an operating handle pivotally connected with said crank, an arm extending forwardly from said handle beyond the crank substantially in the direction of the length of the shaft and having operative engagement with one arm of said crank and terminating in an eye loosely engaging said shaft.

4;. In a release'rigging for a car coupler, a rock shaft flexibly connected at its inner end with the coupler pin, a crank formed on said shaft intermediate its-ends, an operating handle engaging said crank, whereby In testimony whereof I affix my signature in presence of two witnesses.

WALTER P. MURPHY.

Witnesses HARRY VJ. STANNARD, P. F. MOSHANE. 

